Rotary engine.



D. F. ALLEN. ROTARY ENGINE.

[Application filed "A r. 27,1893. (No Model.) 3 Sheots8heet I.

No. s4e,|22. Pat outed m 8, i900.

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D, F. ALLEN. ROTARY ENGINE. (Application filed Apr. 27, 1898.)

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' No. 649,122. Patented ma 8, I900.- n. F. ALLEN.

ROTARY ENGINE.

7 A lication filed Apr. 27, 1898.)

(No Model.) 3 Sheets-Sheet 3.

Even/for? W I d NITED STATES PATENT Orrrcn.

DAVID F. ALLEN, OF RICIIBURG, NEYV YORK.

ROTARY ENGINE.

SPECIFICATION forming part of Letters Patent No. 649,122, dated May 8,1900.

Application filed April 27, 1898.

To all whom it may concern:

Be it known that 1, DAVID F. ALLEN, a citizen of the United States,residing at Richburg, in the county of Allegany and State of New York,have invented new and useful Improvements in Rotary Engines, of whichthe following is a specification.

My invention relates to rotary engines, and has for its objects toprovide an improved rotary abutment for taking the pressure of theWorking fluid and improved mechanism for the operation of the engine byenergy developed in the explosion of oiland oil-gases with compressedair, though the engineis also capable of operation with steam.

The invention consists in features of construction and novelcombinations of parts in a rotary engine, as hereinafter moreparticularly described and claimed.

In the annexed drawings, illustrating the invention, Figure 1 isavertical section of my improved rotary engine in a plane that isparallel with the main engine-shaft. Fig. 2 is a vertical section of thesame on the line 2 2 of Fig. 1. Fig. 3 is avertioal section on the line3 3 of Fig. 1. Fig. 4 is a horizontal section on the line 4 4 of Fig. 3.Fig. 5 is a perspective of a rotary cup-shaped abutment. Fig. 6 is anend View of a loose sleeve on the engine-shaft. Fig. 7 is a View of aratchet-lever for use with the engine.

The engine-cylinder is constructed in two corresponding parallel partsor sections 1, that are securely bolted together and which have anannular passage 2 formed between them. The main engine-shaft 3 ismounted to rotate in bearings supported by standards 4, that may bebolted to the base or pedestal of an oil tank or reservoir 5, on whichthe engine-cylinder can be mounted. In the annular cylinder-passage 2there may be mounted a plurality of rotary pistons 6, attached to theperiphery of a disk 7, that is slipped onto a square portion 8 of theengine-shaft to impart motion thereto as the pistons and disk arerotated. If desired, stuffing-boxes 9 may be placed around theengine-shaft at each side of the cylinder, as shown in Fig. 1.

In the periphery of the engine cylinder, preferably at the top, there isan annular groove or recess 10, Fig. 4, that intersects the Serial No.679,008. (No model.)

annular passage 2, in which the pistons 6 revolve. This annular grooveor recess 10 has fitted therein a rotary cup-shaped abutment 11, Figs.1, 2, 4, and 5, that is adapted to operate in unison with the rotarypistons to afford a backing for the working fluid. The rotary cup-shapedabutment 11 is secured to and actuated through a shaft 12, theinner endof which has a step-bearin g 13 in the periphery of the engine-cylinder.This shaft 12 has other bearings in a cap 14, Figs. 1 and 2, and in theupper part of a yoke 15, formed on said cap. It is preferable to providethe rotary cupshaped abutment'll with two annular series ofball-bearings 16 and 17, as shown in Figs. 1 and 2. One series of ballsmay be located between the cap 14 and an annular shoulder 18 on theouter portion of the rotary abutment, and the other series of balls'maybe lodged between a peripheral shoulder 19 of said rotaryabutment and aring 20, for which adjusting-bolts 21 are provided. A stuffing-box 22may surround the shaft'12 of the rotary cupshaped abutment. The mainengine-shaft 3 carries a bevel gear-wheel 23, meshing with abevel-pinion 24 on the shaft of the rotary cupshapecl abutment 11 forgiving it the required motion at the proper speed to accord with themovements of the rotary pistons. It will be seen by reference to Figs. 4and-5 that the peripheral skirt of the rotary abutment 11 is providedwith an opening 25, which is presented across the annularcylinder-passage 2 at proper time-intervals in such position as willpermit the passage of a rotary piston. After the piston has passed therotary abut ment a solid portion of the abutment-skirt is presented inposition to afford a backing for the expansion of working fluid to keepthe piston in motion. By reference to Figs. 1, 2, and 5 it will be seenthat the rotary abutment is cup-shaped, and on its outer side it isbeveled toward the rim of the cup, so that its periphery cuts theannular cylinder-passage 2 at substantially a right angle. Thus thepressure of the working fluid is exerted against the rotary abutmentwith such directness that the shaft of the abutment will carry its loadwith as much ease as an ordinary wheel axle. The ball bearings 16 and 17greatly facilitate the operation of the rotary cup-shaped abutment, and,if desired, any suitable provision may be made for supplying thestep-bearing 13 with a lubricant.

It will be observed by reference to Figs. 1, 2, and 4 that the rotarycup-shaped abutment 11 is located wholly within the shell of the enginecylinder to operate in an annular groove or recess 10, Fig. 4, thatintersects the annular piston-passage 2 at two points or on oppositesides of the axis or shaft 12 of said rotary abutment 11, theabutment-shaft 12 being arranged radially with relation to theengine-shaft 3, on which the rotary pistons 6 are mounted. By thisarrangement of parts great steadiness of movement is imparted to therotary cup-shaped abutment. Besides, the said rotary abutment isthuscompletely housed in the engine cylinder. This construction is simple,compact, thoroughly ef* fective, and relieves the rotary abutment from,all strain, so that it will be capable of moving as easily as a wheel.In passing the rotary cup-shaped abutment 11 each piston 6 enters thehollow or cup of said abutment through the opening 25 in the skirt orwall of thecup while the said opening is in proper position withrelation to the annular passage 2 of theengine-cylinder, and-then onfurther rotation of said abutment, whereby its opening 25 is presentedacross an advanced portion of the annular cylinder-passage 2, the piston6 will pass out through said opening, as shown in Fig. 4, where thearrows indicate the direction of movement for the rotary abutment 11 andpiston 6 in one direction of engine movement. Thus the construction andarrangement of this rotary cup-shaped abutment 11 is such that after thepiston has passed through the skirt-opening 25 a solid portion of saidskirt is presented across thecylinder-passage 2 in position to provide abacking forthe expansion or Working fluid to keep the piston incontinuous rotation.

\Vorking pressure is admitted to the annular cylinderpassage 2 througheither one of two passages .or ports 26 and 27, Fig. 4, according to thedirection in which the pistons are to .move, the other one of said portsbeing employed for the exhaust. These ports 26 and 27 are controlled bya reversing slidevalve 28, Figs. 1 and 4, having two'inlet-ports 29 foralternate use and an exhaust-port 30, which may connect either port 26or 27 with an exhaust-passage 31,With which an exhaustpipe 32 connects.The reversing-valve 28 is provided with a stem 33, to which a hand-1ever 34, Fig. 3, is connected for reversing the engine when desired. Itwill be obvious that, if desired, the engine maybe operated by steamsupplied from any convenient generator. In the drawings, however, I haveshown the engine constructed and arranged to be run as an explosive gasor oilmotor.

The reversing -valve 28 communicates through a port 35 with anexplosion-chamber 36, Figs. 1, 3, and 4, that is connected with thecasing of said valve. In this chamber 36 there may be placed a grating37of any suitable character to provide extended surfaces for retaining theheat of successive explosion, and thereby facilitate the vaporizing ofoil sprayed into said explosion-chamber. One

side of the explosion-chamber has connected therewith a pipe 38,provided with a checkvalve 39 and having an in jeetor-nozzle 40,pro-

jecting into the chamber 36 at a point opposite the grating 37 therein.The pipe 38 receives oil through a pipe 41,connecting with a pipe 42,that in turn connects with the dis charge-chamber 43 of a pump 44, thattakes oil from the reservoir 5 at the base of the engine. The oil-pipe42 may be provided with a throttle 45, as shown in Fig. 1. Onthedischarge-chamber of the oil-pump andcommw nicating therewith there maybe placed a pressure-regulator 46, having an overflowpipe 47, leadingback to the oil-reservoir, so that the pressure of oil delivered to theexplosion chamber 36 .will not exceed that for which the regulator isset. The pump 44delivers oil to the explosion-chamber 36 continuousl yduring the operation ofthe engine, and the required explosions areeffected at proper time-intervals by the admission of compressed airintermittently into theexplosion-chamber to combine with theheated oiland oil-gases. An air-controlling valve 48, Figs. 1, 3, and 4, isconnected to the explosionchamber 36 by a pipe 49, in which a checkvalveis located. This air-controllingvalve 48 communicates through a pipe 51with a compressed-air chamber 52,with which an airpump 53 is connected.A throttle-valve 54 is provided for the air-supply pipe 51 and arelief-valve 55 is connected with the compressed air chamber. Theair-controlling valve 48 is geared by means of bevelwheels 56 and 57with a sleeve 58, Figs. 1 and .6, loosely placed on the engine-shaft. Inone end of this sleeve 58 there is aslot 59 for engagement with aset-screw 60 carried by a collar 61, that is secured to the mainengineshaft 3 to revolve therewith and through which the said sleeve iscaused to revolve with the shaft when the said collar and sleeve areengaged or clutched. The sleeve 58 carries eccentrics 62 and 63 forattachment of connectingrods 64 and 65, through which the pumps 44 and53 are actuated. Onthe sleeve 58 there is a pulley 66, that connects byabelt 67 with a pulley 68 on a shaft 69, that is geared with a governor70, Fig. 1, for controlling a valve 71., Fig. 4, in the oil-supply pipeto the explosion chamber. There is mounted on the explosiorrchamber 36 asafetyvalve 72, Fig. 1, communicating with the exhaust.

In starting the engine the set-screw 60 will be Withdrawn to unclutchthe sleeve 58 and shaft-collar 61, so that the sleeve will be free torotate on said shaft. The throttles 45 and 54 will first be closed. Aratchet-lever 7 3,Fig. 7, may then he engaged with a ratchet 74,Fig.

IIO

1, on the air-controlling valve 48, so that through the gears 56 and 57,loose sleeve 58, and eccentric 63 the air-pump 53 may be op erated toaccumulate a supply of compressed air, while at the same time theoil-pump 44 will be operated through the eccentric 62, so as to draw asupply of oil to the chamber 43, connected with said pump. After thisthe explosion-chamber 36 will be heated by means of a lamp, theoil-throttle 45 will be opened to permit the passage of oil to theexplosionchamber, the sleeve 58 will be clutched with the engine-shaftby engaging the screw 60 of the shaft-collar 61 into the slot 59 of saidsleeve, and then the air-throttle 54 will be opened, the use of theratchet-lever 73 being continued until the engine is started by theexplosion induced through the injection of compressed air into theheated oil and oilgases. The gases from the explosion-chamber 36 passthrough the port 35 to an inletport 29 of the reversing-valve 28 andthencethrough a port, as 26, Fig. 4, into the annular cylinder-passage 2at the rear of one of the rotary pistons. The explosions are so timedthat the expanding gases enter the annular cylinder passage 2 just as apiston passes the inlet-port and in time to expand against the skirt ofthe rotary cup-shaped abutment 11, which moves in a path intersectingthe annular cylinder-passage 2 and is so timed as to permit thesuccessive pistons 6 to pass into and out of said rotating cupshapedabutment through the abutment-opening 25 without hindrance or any riskof collision. It is preferable to provide the annular cylinderpassage 2with series of curved grooves 75, Figs. 1, 2, and 4, located at eachside of the rotary cup-shaped abutment 11, thus permitting a partialbalancing of Working pressure, so that any gases or working fluidentering the cylinder just before the piston passes the inlet-port willhave a vent to the rear of the piston and find a backing within therotary abutment. The exhaust escapes through passages or ports 27, 30,and 31 to the exhaustpipe 32, as before mentioned. By means of the lever34 the valve 28 can be shifted to reverse the engine, if required.Should it be desired to run the engine by steam, a suitable steam-chestcan be provided, and the attachments for actuating the oil-pump andairpump can be disconnected. The rotary cupshaped abutment 11 isoperated in such unison with the several pistons that there is no dangerof obstruction or collision, there is no dead-center to overcome, andthe abutment is so mounted and carried as to secure all the advantagesof a steady rotary motion. In starting the engine after a temporarystoppage the pressure exerted by the spring-plunger 76 of the regulator46 Will be snfficient to force an initial supply of oil to theexplosionchamber 36 as soon as the oil-throttle 45 is opened, and thenby opening the air-throttle 54 the engine will be started under theimmediate expansion of compressed air and its entrance to theexplosion-chamber through the air-controlling valve 48, which is readilyset by meansof the ratchet-lever 73, so that the valve-passage will bein proper position. The length of the slot 59 of the sleeve 58 is suchthat the sleeve can be turned the proper distance in either direction tobring the valvepassage into operative position. The manner in which therotary pistons are mounted on the engine-shaft, through a disk slippedonto a squared portion of said shaft, obviates any liability to bindingin case of any slight distortions.

The spring-plunger 76 in the regulator 46 provides for giving suchpressure in the oildischarge chamber 43 that when the engine is reversedor started after a temporary stoppage the oil will feed at once into theexplosion-chamber 36 and cause the engine to start as readily as a steamengine, making it a complete automatic engine in every Way and one thatwill start with its load without as sistance, the same as an ordinarysteam-engine, there being always a reserve of compressed air in thechamber 52 to feed in conjunction with the oil.

It will be obvious that various modifications may be made in theconstruction of the rotary cup-shaped abutment without affecting theprincipal object of my invention, which is to provide for mounting saidabutment Wholly within the shell or casing of the engine-cylinder on ashaft that is arranged radially with relation to the main engineshaftand so that the skirt of the rotary abutment will intersect the annularcylinderpassage at two points and take the pressure of working fluid insuch manner that the friction of said abutment will be greatly reduced.

What I claim as my invention is- 1. In a rotary engine, the combinationof a cylinder provided with an annular pistonpassage and an annulargroove or recess intersecting said piston-passage at two points, themain engine-shaft, a rotary piston connected with said shaft, the rotarycup-shaped abutment mounted wholly in the cylindershell to rotate insaid annular groove or recess and having a circular skirt beveled on itsexterior toward the rim of the cup to take the pressure of working fluidand an opening in said skirt for passage of the rotary piston into andout of the cup portion of said rotary abutment, a shaft for said rotarycup-shaped abutment mounted radially With relation to the mainengine-shaft, and bevel-gears connecting the outer end of saidabutment-shaft with the main engine-shaft, substantially as described.

2. In a rotary engine, the combination of a cylinder provided with anannular piston-passage having oppositely arranged series of groovestherein and an annular recess intersecting the said piston-passage andits said grooves at two points, a main engine-shaft having a rotarypiston thereon, arotary cupshaped abutment mounted wholly in the cyl=inder-shell to rotate in said annular recess intersecting said annularpiston-passage and having a skirt to take the pressure of working fluidand an opening in said skirt for passage of the rotary piston into andout of the cup portion of said rotary abutment, a shaft for said rotarycup-shaped abutment mounted radially with relation to the main engineshaft, and bevel-gears connecting said engineshaft andabutment-shaft, substantially as described.

3. In a rotary engine, the combination of a cylinder having an annularpiston-passage therein and provided in the periphery with an annularrecess intersecting the said annular piston-passage at two points, aplurality of rotary pistons, a main engine-shaft with which said pistonsare connected, the rotary cup-shaped abutment mounted to rotate in saidannular recess and wholly inclosed witlr in the cylinder-shell, thecircular skirt of said abutment being beveled on its exterior toward therim of said cup to take the pressure of working fluid and having anopening for passage of the rotary pistons into and out of the cupportion of said rotary abutment, a shaft for said rotary cup-shapedabutment mounted radially with relation to the main engine-shaft,bevel-gearing directly connecting said main engine-shaft with the outerend of the abutment-shaft, and valve mechanism for controlling the inletand exhaust of working fluid, substantially as described.

4. In a rotary engine, the combination With the cylinder and its ports,the main engineshaft, and a rotary piston, of an explosionchamber, anoil-reservoir, an oil-pump having a discharge-chamber, apressure-regulator communicating with said dischargechamber of theoil-pump and having a spring pressed valve and an overflow-pipe, a pipeleading from the discharge-chamber of the oil-pump to theexplosion-chamber and provided with a throttle, a governor-controlledvalve in the oil-supply pipe, acompressed-air reservoir having a pipeleading to the explosion-chamber and provided with a throttle, anair-controlling valve in said air-pipe, an air-pump, and means foroperating the oil pump, air-pump and air-controlling valve from theengine-shaft, substantially as described.

5. In a rotary engine, the combination with the cylinder and its ports,the main engine shaft, and a rotary piston, of an explosionchamber, anoil-pump having a dischargechamber provided with a pipe leading to theoil-inlet of the explosion-chamber, an airpump, a compressed-airreservoir having a pipe leading to the air-inlet of theexplosionchamber, an air-controlling valve located in said pipeintermediate the compressed-air reservoir and explosion-chamber, asleeve having clutch connection with the engine-shaft and carryingeccentric mechanism for operating the oil-pump and air-pump, and gearingbetween said sleeve and the air-controlling valve, substantially asdescribed.

In testimony whereof I have hereunto set my hand in presence of twosubscribing witnesses.

'DAVID F. ALLEN.

Witnesses:

F. B. KEEFER, BRUCE S. ELLIOTT.

